JP6372741B2 - Stabilizer bar mounting structure - Google Patents

Description

  The present invention relates to a stabilizer bar mounting structure that is attached to a leaf spring type suspension device and can enhance the stabilizer effect.

  A leaf spring suspension provided in a vehicle is provided with a pair of left and right leaf springs along a pair of left and right body frames, and one end of the leaf spring is coupled to the body frame via a shackle. The shackle is a connecting metal fitting that receives a load while allowing displacement of the plate spring in the vertical direction. Both ends of the shackle are pivotally connected to the body frame and the leaf spring, and a stabilizer bar is installed between the pair of left and right shackles. This stabilizer bar suppresses the roll of the vehicle (lateral rotational movement). This improves the running stability (stabilizer effect) of the vehicle.

  Patent Document 1 discloses a leaf spring type suspension device in which a rod-shaped stabilizer bar is provided between a pair of left and right shackles. In this leaf spring type suspension system, the screw shafts formed at both ends of the stabilizer bar also serve as the pivot shaft that pivotally connects the body frame and the shackle, thereby reducing the number of parts and reducing the cost. I am trying.

As disclosed in Patent Document 1, when the vehicle turns, load movement occurs between the left and right wheels due to the roll of the vehicle body, the vehicle body frame sinks on the outer wheel side, and the vehicle body frame floats on the inner wheel side. At this time, the pair of left and right shackles rotate in directions opposite to each other with respect to the longitudinal direction of the vehicle to absorb the change in length of the pair of left and right leaf springs.
In addition, the direction (toe) of the wheel with respect to the longitudinal direction of the vehicle body changes according to the vertical movement of the vehicle body, but by providing a stabilizer bar, the vertical movement of the vehicle body is suppressed to ensure vehicle body stability.

JP 11-48739 A

  In the stabilizer bar mounting structure disclosed in Patent Document 1, since the mounting position of the stabilizer bar with respect to the shackle and the rotation fulcrum of the shackle are at the same position, only a torsional load is applied to the stabilizer bar. Therefore, it is a structure that does not contribute to the increase in the lateral rigidity of the axle, and the stabilizer effect of only the torsional rigidity of the stabilizer bar.

  In this case, in order to improve the stabilizer effect, it is necessary to increase the torsional rigidity of the stabilizer bar. However, if the weight of the stabilizer bar is increased in order to increase the torsional rigidity, the cost increases.

  The present invention has been made in view of the above problems, and improves the stabilizer effect without increasing the weight and cost of the stabilizer bar, and further increases the lateral rigidity of the axle and improves the stability of the vehicle body. The purpose is to let you.

The present invention relates to a pair of left and right leaf springs provided along a pair of left and right body frames of a vehicle, and a left and right pair of left and right body springs rotatably connected between end portions of the pair of left and right leaf springs and a pair of left and right body frames. The present invention is applied to a leaf spring type suspension device having a pair of shackles, and relates to a mounting structure of a rod-shaped stabilizer bar that is installed between the pair of left and right shackles.
In order to achieve the above object, the axis of the rod-shaped stabilizer bar is a region deviated from the rotation axis connecting the pair of left and right rotation shafts connecting the pair of left and right body frames and the pair of left and right shackles, In the region up to the center position between the rotation axis and the leaf spring support position, it is arranged in parallel with the rotation axis when mounted.

In the present invention, since the rod-shaped stabilizer bar is disposed at a position deviating from the rotation axis, if a difference in the height direction occurs between the left and right body frames when the vehicle turns, the stabilizer bar is twisted. In addition to load, bending load is also applied. Therefore, since the stabilizer effect can be exhibited not only by the torsional rigidity of the stabilizer bar but also by the bending rigidity of the stabilizer bar, the stabilizer effect can be improved. Therefore, the roll of the vehicle can be suppressed and the vehicle body stability can be improved.
Further, by increasing the torsional rigidity of the stabilizer bar without increasing the weight of the stabilizer bar, the weight of the stabilizer bar and the cost are not increased.

In the present invention, since the stabilizer bar is arranged off the shackle rotation axis and offset to the leaf spring side, both torsional load and bending load act on the stabilizer bar, thereby maximizing the stabilizer effect. Can demonstrate.
Furthermore, the rigidity with respect to the lateral load applied to the shackle can be increased by arranging the stabilizer bar away from the rotation axis and closer to the center position.

The structure for attaching the stabilizer bar to the shackle according to the present invention is easy to lay out because it is arranged in a region where there are few surrounding members with respect to the stabilizer mounted on the conventional axle.
For example, in one embodiment of the present invention, both ends of the stabilizer bar have bent portions that are bent in an L shape with respect to the stabilizer bar main body, and the bent portions are positioned on the leaf spring side from the stabilizer bar main body, A flange provided on the inner wall of the shackle is coupled to a mounting surface formed facing the vehicle longitudinal direction.

  Thus, by arranging the bent portion of the stabilizer bar on the leaf spring side from the stabilizer bar main body, the bent portion can be arranged at a position that does not interfere with other members, and the bent portion is the vehicle front-rear direction of the inner wall of the shackle. Therefore, the bent portion can be easily attached to the shackle. At the same time, the stabilizer bar body can be easily coupled.

  In the above-described embodiment, the flange may be formed integrally with the end portion of the plate member constituting the inner wall of the shackle. For example, the plate member and the flange may be integrally formed by casting and forging, or may be further bent. This also facilitates the formation of the flange.

In another embodiment of the present invention, both ends of the stabilizer bar have bent portions that are bent in an L shape with respect to the stabilizer bar main body, and the bent portions are located on the leaf spring side from the stabilizer bar main body. The inner wall of the shackle is coupled to a mounting surface formed facing the inner side in the vehicle width direction.
In this attachment structure, since the bent portion can be directly attached to the shackle, the attachment structure can be further simplified and reduced in cost as compared with the above embodiment.

According to still another embodiment of the present invention, the bent portion of the stabilizer bar and the flange or the inner wall of the shackle are bolted at two coupling points.
As a result, even when a torsional load and a bending load are simultaneously applied to the stabilizer bar, it is possible to prevent the joint portion between the stabilizer bar and the shackle from being loosened, and the joint state between the stabilizer bar and the shackle can be continued for a long period of time.

  According to the present invention, the weight of the stabilizer bar is increased and the cost is increased by shifting the position of the stabilizer bar from the pivot point of the shackle relative to the vehicle body frame to the leaf spring side and in the region between the center position. Without inviting, the stabilizer effect can be improved to the maximum.

It is the front view which looked at the attachment structure of the stabilizer bar concerning a 1st embodiment of the present invention from the vehicles back. It is a perspective view which shows a part of said attachment structure. It is a top view which shows the coupling | bond part of the bending part and shackle of the said attachment structure. It is a schematic plan view showing the behavior of the mounting structure (when turning left). (A) is the left view seen from the A direction in FIG. 4, (B) is the right view seen from the B direction in FIG. It is a schematic plan view showing the behavior of the mounting structure (when turning right). (A) is the left view seen from the A direction in FIG. 6, (B) is the right view seen from the B direction in FIG. It is the rear view which looked at the modification of the said attachment structure from the vehicle rear. It is the front view which looked at the attachment structure of the stabilizer bar which concerns on 2nd Embodiment of this invention from the vehicle back.

  Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the components described in this embodiment are not intended to limit the scope of the present invention.

(Embodiment 1)
A stabilizer bar mounting structure according to a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a view of a leaf spring suspension 10AA according to the present embodiment as viewed from the rear of the vehicle, and FIG. 2 is a perspective view showing a part thereof.
1 and 2, a pair of vehicle body frames 12 and 12 are disposed on the left and right sides of the vehicle body in the front-rear direction of the vehicle, and connecting portions 14 and 14 are formed below the lower surfaces of the vehicle body frames 12 and 12, respectively. A pair of left and right pivot shafts 16 and 16 are fixed to the connecting portions 14 and 14. Shackles 18a and 18b are rotatably attached to the rotary shafts 16 and 16, respectively.

  The pair of left and right shackles 18a and 18b have inner frame plates 19b and 19b and outer frame plates 19c and 19c. Round holes 19a are formed at the upper and lower ends of the inner frame plates 19b and 19b and the outer frame plates 19c and 19c, respectively. The rotary shafts 16 and 16 are loosely fitted in a round hole 19a formed at the upper end, whereby the shackles 18a and 18b are rotatably connected to the vehicle body frames 12 and 12.

Rotating shafts 20a, 20a formed at the rear ends of the leaf springs 20, 20 are loosely fitted in round holes 19a formed at the lower ends of the shackles 18a, 18b. Therefore, the shackles 18a and 18b are connected to the leaf springs 20 and 20 so as to be rotatable. Front ends (not shown) of the leaf springs 20 and 20 are rotatably connected to the vehicle body frames 12 and 12 via a turning shaft (not shown) formed at the front ends of the leaf springs 20 and 20.
The connecting portions 14, 14, the shackles 18 a, 18 b and the leaf springs 20, 20 constitute a leaf spring type suspension device 10 </ b> A.

Between the pair of left and right shackles 18a and 18b, a stabilizer bar 22 is installed that is composed of a linear round bar arranged in the vehicle width direction.
Rectangular flange plates 26, 26 are fixed to the rear end surfaces of the inner frame plates 19b, 19b of the pair of left and right shackles 18a, 18b in a direction perpendicular to the inner frame plates 19b, 19b. The flange plates 26, 26 are arranged such that their long sides are directed in the vertical direction, and two round holes 26a are formed in the vertical direction.

On the other hand, bent portions 24 bent in an L shape with respect to the stabilizer bar main body (straight line portion 22a) are formed at both ends of the stabilizer bar 22. Flat portions 24a and 24a having a flat plate shape are formed at the distal end region of the bent portion 24, and two round holes are formed in the flat plate portions 24a and 24a at positions corresponding to the round holes 26b and 26b of the flange plates 26 and 26. 24b is formed.
The flat plate portions 24a and 24a are processed so that their planes are parallel to the straight line portion 22a.

  As shown in FIG. 3, the flat plate portions 24 a and 24 a and the flange plates 26 and 26 are screwed into the bolts 28 and two bolts 28 inserted into the round holes 24 b and 24 b and the round holes 26 b and 26 b, respectively. It is connected by a weld nut 30. The weld nut 30 is partially welded to the flange plate 26. The stabilizer bar 22 is arranged so that the axis C of the linear portion 22a is parallel to the rotation axis D when mounted.

  As shown in FIG. 2, the stabilizer bar 22 has an axis C of the straight line portion 22 a with respect to a rotation axis D passing through the centers of the rotation shafts 16, 16 and a central axis E passing through the center points of the shackles 18 a, 18 b. They are arranged in parallel. The axis C is disposed between the rotation axis D and the central axis E, and is separated from the rotation axis D by an interval h. Further, the bent portions 24, 24 are arranged so as to be positioned closer to the leaf spring 20 than the straight portion 22a.

In such a configuration, the behavior of the leaf spring suspension 10A when the vehicle body turns to the left and right will be described with reference to FIGS. 4 and 5 schematically show the behavior when the vehicle turns leftward, and FIG. 4 is a view of the vehicle as viewed from above.
In FIG. 4, the direction of arrow a indicates the forward direction of the vehicle. When the vehicle turns leftward, the body frame 12 on the outer ring side sinks downward and the body frame 12 on the inner ring side rises upward. Therefore, as shown in FIG. 5 (A), the inner ring-side shackle 18a rotates forward of the vehicle (in the direction of the arrow b) around the rotation axis D and rotates to the position indicated by 18a '(two-dot chain line). To do.
On the other hand, as shown in FIG. 5 (B), the shackle 18b on the outer ring side rotates about the rotation axis D toward the rear of the vehicle (in the direction of arrow c) and rotates to the position indicated by 18b ′ (two-dot chain line). Move. Therefore, the axis C of the stabilizer bar 22 is inclined to the position indicated by C ′.

6 and 7 schematically show the behavior when the vehicle turns to the right, and FIG. 6 is a view of the vehicle as viewed from above.
In FIG. 6, when the vehicle turns to the right, the body frame 12 on the outer ring side sinks downward, and the body frame 12 on the inner ring side rises upward. Therefore, as shown in FIG. 7 (A), the shackle 18a on the outer ring side rotates around the rotation axis D to the position indicated by 18a ′ (two-dot chain line) in the vehicle rear direction (arrow c direction).
On the other hand, the shackle 18b on the inner ring side rotates about the rotation axis D forward of the vehicle (in the direction of the arrow b) and rotates to a position indicated by 18b ′ (two-dot chain line). Therefore, the axis C of the stabilizer bar 22 is inclined to the position indicated by C ″.

According to the present embodiment, since the straight portion 22a of the stabilizer bar 22 is disposed at a position deviating from the rotation axis D toward the leaf spring 20, the height between the left and right body frames 12, 12 is high, such as when the vehicle is turning. When a difference occurs in the vertical direction, the center line C of the stabilizer bar 22 is inclined, so that not only a torsional load but also a bending load is applied to the stabilizer bar 22. Therefore, since the stabilizer effect can be exhibited not only by the torsional rigidity of the stabilizer bar 22 but also by the bending rigidity of the stabilizer bar 22, the stabilizer effect can be improved. Therefore, the roll of the vehicle can be suppressed and the vehicle body stability can be improved.
Therefore, it is not necessary to improve the stabilizer effect by increasing the weight of the stabilizer bar 22 and increasing the torsional rigidity of the stabilizer bar 22, so that the weight of the stabilizer bar 22 and the cost are not increased.

In addition, since the linear portion 22a is disposed closer to the rotation axis D than the central axis E, the torsional load is reduced less than when disposed on the leaf spring 20 side. Therefore, a torsional load and a bending load act on the stabilizer bar 22, so that the stabilizer effect can be maximized.
Further, as shown in FIG. 1, the lateral load F ₁ or F ₂ is applied to the shackles 18 a and 18 b, but the stabilizer bar 22 is disposed closer to the central axis E from the rotation axis D, so that the lateral load F ₁ or The rigidity with respect to F ₂ can be increased.

  In addition, the bent portions 24 and 24 formed at both ends of the stabilizer bar 22 are disposed closer to the leaf spring 20 than the straight portion 22a and are coupled to the rear end surfaces of the inner frame plates 19b and 19b. It can be attached to the flange plates 26, 26 without being obstructed. In addition, since the straight portion 22a can also be disposed near the central axis E, it can be disposed in a portion having a small number of surrounding members, the layout is easy, and the attachment work of the stabilizer bar 22 is facilitated.

  Further, since the bent portions 24, 24 are connected to the shackles 18a, 18b by two bolts 28, even if torsional stress and bending stress are applied to the stabilizer bar 22, the bent portions 24, 24 and the shackle 18a, No looseness occurs in the bond with 18b. Therefore, the coupling state between the stabilizer bar 22 and the shackles 18a and 18b can be continued for a long time.

  Next, a modification of the embodiment will be described with reference to FIG. In FIG. 8, the flange plates 32 and 32 according to this modification are integrally formed on the rear end surfaces of the inner frame plates 19b and 19b, and are perpendicular to the inner frame plates 19b and 19b toward the inner side in the vehicle width direction. It has been bent. The shape, size, and arrangement position of the flange plates 32, 32 are the same as those of the flange plates 26, 26 according to the first embodiment. Other configurations of the present modification are the same as those of the first embodiment. FIG. 8 illustrates only the shackle 18a of the pair of left and right shackles 18a and 18b.

According to this modification, in addition to the operational effects obtained in the first embodiment, there is an advantage that the flange plates 32, 32 can be easily formed on the rear end surfaces of the inner frame plates 19b, 19b.
In this modification, the flange plates 32 and 32 may not be bent with respect to the inner frame plates 19b and 19b, but may be manufactured only by casting or forging.

(Embodiment 2)
Next, a second embodiment of the present invention will be described with reference to FIG. In the leaf spring suspension 10B according to the present embodiment shown in FIG. 9, the straight portion 40a of the stabilizer bar 40 is arranged at the same position as the straight portion 22a of the first embodiment and has the same configuration. The bent portions 42 and 42 according to this modification are the same as in the first embodiment in that the bent portions 42 and 42 are bent in a direction perpendicular to the straight line portion 40a.
However, the flat plate portions 42a and 42a formed in the tip regions of the bent portions 42 and 42 have their mounting surfaces oriented in a direction perpendicular to the straight portion 40a, and the flat plate portions 42a and 42a are inside the inner frame plates 19b and 19b. It is different from the first embodiment in that it is directly coupled to the wall.

  The inner frame plates 19b and 19b are each formed with two round holes 26b, and the flat plate portions 42a and 42a are each formed with two two round holes 42b. The flat plate portions 42a, 42a and the inner frame plates 19b, 19b are coupled by a bolt 28 inserted into the round holes 19a and 42b and a weld nut 30 into which the bolt 28 is screwed. Other configurations are the same as those of the first embodiment.

  According to this embodiment, since the bent portions 42 and 42 and the inner frame plates 19b and 19b are directly coupled to each other, the flange plates 26 and 26 are not required as compared with the first embodiment. Furthermore, it can be simplified and reduced in cost.

  According to the present invention, the effect of the stabilizer bar on the stability of the vehicle body can be improved without causing an increase in the weight and cost of the stabilizer bar.

10A, 18B Leaf spring type suspension device 12 Body frame 14 Connecting portion 16 Rotating shaft 18a, 18b Shackle 19a Round hole 19b Inner frame plate 19c Outer frame plate 20 Plate spring 20a Rotating shaft 22, 40 Stabilizer bar 22a, 40a Linear part (Stabilizer bar body)
24, 42 Bent part 24a, 42a Flat plate part 24b, 42b Round hole 26, 32 Flange plate 26a Round hole 28 Bolt 30 Weld nut C, C ', C''
Center line D Rotation axis E Center axis

Claims (3)

A pair of left and right leaf springs provided along a pair of left and right body frames of the vehicle;
A leaf spring suspension having a pair of left and right shackles rotatably connected between the ends of the pair of left and right leaf springs and the pair of left and right body frames,
In the stabilizer bar mounting structure in which a rod-shaped stabilizer bar is installed between the pair of left and right shackles,
An axis of the rod-shaped stabilizer bar is an area that is separated from a rotation axis that connects a pair of left and right rotation shafts that connect the pair of left and right body frames and the pair of left and right shackles, and the rotation axis and the It is arranged in parallel to the rotation axis in the region up to the center position with the support position of the leaf spring,
Both ends of the stabilizer bar have bent portions bent in an L shape with respect to the stabilizer bar body,
The bent portion is coupled to a mounting surface formed facing a front-rear direction of a vehicle on a flange provided on an inner wall of the shackle in a state where the bent portion is positioned on the leaf spring side with respect to the stabilizer bar main body. Stabilizer bar mounting structure.   2. The stabilizer bar mounting structure according to claim 1, wherein the flange is formed integrally with an end portion of a plate member constituting the inner wall. 3. Mounting structure of the stabilizer bar according to claim 1 or 2, characterized in that it is bolted by two points of attachment to the flange and the bent portion.

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